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The LB7/LLY downpipe can effectively reduce the operating temperature, ensuring that the temperature of your LB7/LLY Duramax does not reach 1400°F EGT when being towed.

Your 6.7L Cummins is losing coolant with no visible leak, and the EGR cooler is the usual culprit — Here’s the failure chain that cracks the cooler, the tests that separate the causes.

A 6.0L Powerstroke EGR cooler rarely fails on its own — it’s killed by a clogged oil cooler upstream that starves it of coolant. Replace the cooler alone and it cracks again in 30,000–50,000 miles.

Deleting a 2008–2010 6.4L Powerstroke costs a few hundred dollars and stops the DPF regen fuel dilution that spins bearings. Waiting turns it into a $12,000 rebuild — or worse. 

The 6.7L Powerstroke CP4.2 pump gives no warning before it fails. Here’s why you can’t detect it, what it actually costs, and how a disaster prevention bypass kit shrinks that repair to just a pump and a filter.

2007.5-2009 6.7L Cummins delete vs repair: these first-gen 6.7L Rams have no DEF, so they plug the DPF faster — meaning a repair is a repeating cost. Meanwhile a complete delete kit is about the same price as a single DPF replacement. 

The 6.7L Powerstroke delete mistakes that make you pay twice: flashing the tune in the wrong order, blocking only one EGR circuit, buying a universal pipe, deleting in stages, and cheaping out on the tune. 

6.7 Powerstroke vs 6.7 Cummins delete: the delete hardware itself is a near-wash. The real split is in tuning and ECM access: older trucks are close in price, but the 2019+ (especially 2022+) Cummins locked-ECM platforms jump to $3,500–$7,000.

How do you choose the best performance delete kit? It’s not the one with the highest advertised horsepower. Fitment accuracy, tuning support, kit completeness, and hardware quality matter more than brand hype or pipe diameter.